Load-regulated brake mechanism.



H. H. FORNEY & O. B. SGHOENKY.

LOAD REGULATED BRAKE MECHANISM.

APPLICATION FILED NOV. 17, 1910.

1,000,593, PatentedAug.15,1911

3 SHEETS-SHEET l.

WITNESSES N H. H. FORNEY & O. B. SGHOENKY. LOAD RE GUL ATED BRAKE MECHANISM APPLIOATION FILED NOV. 17, 1910. 1,000,593; Patented Aug. 15, 1911.

3 SHEETS-SHEET 2.

Ill

H. H PORNEY 8: O. B. SGHOENKY.

I v LOAD REGULATED BRAKE MEOHANISM.

' APPLICATION FILED NOV. 17, 1910. 1,000,593, 7 Patented Aug. 15, 1911.

3 SHEETS-SHEET 3.

WITNESSES INVENTORJ least reduce the tendency to skid and flatten- UNITED STATES PATENT OFFICE.

HENRY H. FORNEY, OF SAN FRANCISCO, AND OTTO B. SCEOENKY, OF EASTON, CALIFORNIA.

I iOAD-REGULATED BRAKE MECHANISM.

Specification of Letters Patent. Patented Aug. 15, 1911.

Application filed November 17. 1910. Serial No. 592,852.

To all whom it may concern."

Be it known that we, HENRY H. FonNnY, of San Francisco, county of San Francisco, and O'r'ro B. SCIIOENKY, ofiEaston, in the county of San Mateo, State of California, have invented a new and .useful Improvement in Loadllegulated Brake Mechanism, of which the following is a specification.

This invention relates to fluid pressure brakes, and more particularly to means for regulating or graduating the braking power in proportion to the load or weightof the car.

The object of the invention is to automatically increase the braking power on loaded cars and reduce the same on light or unloaded cars, so as to give uniform braking effects, maintain uniform auxiliary reservoir pressure throughout the train, insure uniform release of the brakes, prevent or at the wheels, and also permit the efficient handling of very long trains, and particularly when running down grade where a high braking percentage is required and without interfering with the flexibility and ordinary operation of the brakes.

The present invention has the same general object in view as that of our Patent No. 920,310, granted May 4, 1909, -with the further advantages that it largely prevents loss of air, permits equalizing auxiliary reservoir pressure with train pipe pressure so as to insure uniform release of the brakes throughout the train, and avoids or largely decreases friction in the mechanism.

Generally speaking, the invention comprises the combination with the usual brake cylinder, of an auxiliary brake cylinder, a plurality of auxiliary reservoirs, a control valve actuated from brake cylinder pressure and itself controlled according to the load or weight of the car and serving to regulate the brake cylinder pressure according to the load of the ,car, and cam disk. means for exerting a lifting action on the body ofthe car and which includes rollers to avoid friction; all as-hereinafter described and claimed. 1

In the accompanying drawings Figure 1 is a diagrammatic View showing in plan the under frame of a car with the improved brake mechanism applied thereto. parts being shown in horizontal section; Fig, 2 is a diagrammatic view showing the parts partly in side elevation and partly in vertical section; Fig. 3 is a plan view of the cam mechanism for exerting a lifting action on the car body; Fig. 4 is a vertical section through the same; Fig. 5 is a perspective view of the cam disk; Fig. 6 is a vertical longitu dinal section through the special control valve; and Fig. 7 is a vertical transverse section ofthe same on the line 77, Fig. 6.

The invention is applicable to a railway car of any type or construction. The drawings show a typical design of metal under frame having center sills 1', side sills 2, body bolsters (not shown), and transverse ties or transoms 4. This under frame is designed to be supported by the usual center bearing plate 5 upon truck bolster 6. The truck bolster at its end is supported from .the 'tru'ck side frames 7 by the usual springs 8,

provided with spring caps 9 ,'.as is usual.

With the present-invention the truck bolster does not rest directly uponth'espring caps, but there is interposed between the same the special cam mechanism for exerting a lifting action on the car body for the purpose of regulating the braking power according tothe weight of the car. In the construction shown each spring cap has its upper surface provided with an annular cam face presenting a plurality of elevated portions 10 and a corresponding number of depressed portions 11, there preferably being 4 of each arranged at angles of 90 degrees from each other, as shown. Secured to the lower face of the truck bolster are cam plates 12 having annular cam facescorre sponding to the cam faces on the spring caps, that is, with a plurality of relatively elevated portions 10 and corresponding depressedportions 11 differing however from those on the spring caps in that they are the reverse and are displaced therefrom angularly through 45 degrees. Interposed between these cam plates are cam disks 14 having their top and bottom faces shaped I the reverse respectively of the cooperating cam faces on the spring caps 9 and bolster plates 12. Interposed between each cam disk 14 and the spring cap are a plurality of conicalsteelrollers 15, and between the cam' disk 14 and the bolster cam plate12 are a corresponding series of conical steel-- rollers ,16. The number of rollers in eachset corresponds to the number o f'elevations' is rotated it will cause its own cam faces to travel over the rollers 15 and 16, respectively, and will also cause these rollers to travel over the corresponding cam faces on the spring ca 9 and bolster cam plate 12, and the trave of these parts causes an elevation or lifting of the truckbolster and of the car body, as will be obvious.

Various means for rotating the cam disks 14 may be employed. As shown, each of the cam disks has connected thereto an arm 17,

' said arms extendinginwardly toward the longitudinal center of the car, and lying below the truck bolster. Connected to the end of each arm 17 is a link 18, whose free end is pivotally connected to the'lowcr end 10f a depending lever 19, whose upper end'is fulcrumedat 20 to a bracket 21 secured to the truck bolster. The link 18 has a pin and hole connection with the end of arm 17, and preferably said arm is provided with a plurality of holes 22 for receiving the con necting pin so that the leverage can b e' va ried, if desired. a

The levers 19 near their lower endsare pivotally connected to jaws on connecting rods 23 provided with turn buckles 24% for ad justing their length, and having their opposite ends provided with jaws which are pivotally connected to equalizing lever 25. The equalizing lever 25 is pivotally connected at its center by link 26 to the shorter end of a lever 27 whlch is fulcrumed at 28 to a suitable bracket 29 secured to the bottom of the under frame, and whose longer arm is guided by bars 30 also secured to the under frame, and at itsend has a pin and slot connection with the end of piston rod 31 of an auxiliary brake cylinder 32. The piston 33 of said cylinder normally lies in proximity to one head of said cylinder, and the same end of the cylinder is connected by pipe 34 to the brake cylinder 35 of the usual air brake equipment. The air brake equipment maybe of any standard form, either Westinghouse or New Yorkair brake mechanism. The drawing shows the standard freight car air brake equipment comprising the brake cylinder 35, the auxiliary reservoir 36 connected di rectly thereto, the triple valve 37, pipe 38 connecting the triple valve with the train pipe 39. and the other necessary piping. The piston rod 40 of brake cylinder 35 operates on the usual floating leverv 41, from which connections are made to the brake roac es beams of both trucks of the car, as will be readily understood'without further description.

With the present invention one or more auxiliary reservoirs are provided, the drawing showing two such reservoirs marked respectively as and 44. The triple valve 37 is connected by pipe 45 to the brake cylin- 49 an 50 being through the special control valve 51, as hereinafter described.

The special control valve 51 comprises a suitable casing having one end enlargedto provide a chamber 52 in which works a piston54 having a fluid tight fit in said chamber by meansof leather cup packing. In the reduced portion of the casing is a smaller piston 56 which is normally pressed toward the large piston by spring 57. and which carries a typical slide valve 58, said valve controlling a port 59 in the side wall ofthe valve casing. This ort 59 has connected thereto the branch pipe 50, while the branch pipe 49 is connected to a port 60 also formed in the side wall of thecasing but in a different transverse plane from port 59. When the port 61 in the slide valve registers with the port 59 in the valve casing communication is opened between pipes 49 and 50, as will be apparent.

The valve chamber 53 communicates through port 63 with a pipe 64 whose opposite end is connected to a port 65 in the side wall of the auxiliary brake cylinder 32, so that when the'piston 33 is driven out sufficiently far to uncover port 65., brake cylinder-pressure passes through pipe 64: to valve chamber 53 and moves valve 54: so that its stem contacts with the stem of piston 56 and moves the latter against the tepsionof spring 5? to bring port 61inslnle, valve 58 out' of register with port. 59 and break connection between the pipes. 49 and 50.

When, the triple valve is in brake release position the slide valve 58 is held by spring 57 so that port 61 registers with port 59. and consequently train pipe pressure which passes the triple valve piston through the usual feed groove passes to all of the three auxiliary reservoirs, passing directly to auxiliary reservoir 44 through pipe 46 and to auxiliary reservoirs '36 and 43 throughbranch pipe 50 by way of the control valve, thence through pipe 49, and thence through branch 47 to auxiliary reservoir 36 and through branch 48 toauxiliary reservoir Consequently all three of the auxiliary reservoirs are charged to the same pressure as is carried by the train pipe. Upon re )gjiuction of train pipe pressure to apply the "rakes the triple valve operates inthe usual Way to' admit pressure from the auxiliary tservoirs to the brake cylmder, and such I pressure flowsto the brake cylinder equally from all three of the auxiliary reservoirs, the special control valve remalnlng in normal position for some time. Air naturally passes from the main brake cylinder 35 to the auxiliary cylinder 32, driving piston 33 izes with the'brake cylinder.

The pressure in auxiliary cylinder 32 is at all times equal'to the pressure in the'* main brake cylinder 35. The outward travel of the piston 33 of the auxiliary cyl inder through the lever arrangements and cam .disks described has a tendency to lift the car body, and such lifting must actually be effected before the piston 33 moves over sufficiently to uncover relief port 65. Obviously the amount of pressure necessary to drive the'piston 33 over sufliciently far to uncover this relief port will vary according to the load .or Weight of the car body. Consequently the special control valve will be ,actuated sooner when the car is light than when the car is heavy, so that the connection of all three auxiliary reservoirs with the main brake cylinder will remain intact for a longerperiod of time in the case of a heavily loaded car than in the case of a ligl'it car. As'soon, however, as the pressure in the main brake cylinder and the auxiliary brake cylinder reaches such a degree as to lift the car body, whether light or heavily loaded, the piston 33 is moved over. sufficiently to uncover the relief port 65 and admit brake cylinder pressure into the control valve, whereupon the connection be tween two of, the auxiliary reservoirs and the brake cylinder is. interrupted, so that thereafter only the one remaining auxiliary reservoir can equalize with the brake cylinder. The auxiliary reservoir 44 is alone connected directly to the triple valve, and since on all cars this one auxiliary reservoir equalizes with the brake cylinder, a uniform release of the brakes throughout the train is assured. When train pipe pressure is restored to move the triple valve to brake release position the pressure from the auxiliary cylinder 32is released, and the weight of the car body forces pistonj33 back-Wardly, whereupon relief pipe 64vents: into the'cylinder 32 and, around the .piston'rodof the same, thereby permitting spring-57' to move the small and also=the large piston n the control valve back to normalposition. 1 WYith the mechanism described as. ourprior patent heretofore identified, 1t 1s possible to obtain ahigh braking effect on heavy or loaded cars, wlth a lighterbraking effeet on lighter unloaded cars,, the braklng effect in each case j depending. upon the wei ht of the car. Consequently a-very uniorm braking efi'ect throughout :the train r is secured, giving full control. over very lon trains and also preventing. skidding an flattening of the wheels, and at the same time uniformityof auxiliary reservoir pres sure is secured{ throughout the train when the brakes are set, so. that'upon, increase of train pipe pressure allof the triple valves go to release position substantially simultaneously. There is little loss. of air due to the fact that the air vented from cylinder 32 goes tothe special control valve, instead of directly to the atmosphere. Theparticular mechanism described for exerting,the liftingactionon-the-car body is such that 'there is, minimum friction, thereby rendering the control mechanism, more sensitive than with prior devices for effecting the same purpose.

Whatweclaimis: 1' m 1. Load regulated fluid-pressure .brake mechanism comprising a brake cylinder 'arotary member providing cam faces and rollers and arranged to exert a lifting 210-:

tion on the car,land means connected to said-f? rotary member for regulating the brake cyl inder pressure. I 2.v Load regulated fluid-pressure brake mechanism comprising a brake cylinder, cam plates IHtBIPOSQCL between the, truck frame and the car;body, rollers interposed -.be-.;. tween said camplates, and mechanismfor causing said rollers, to travelfonlsaid cam afaces and thereby e'xert a lifting-action 011 the car body, said mechanism regulating the.

brake cylinder pressure.

. 3. Load regulated fluid-pressure. brake mechanism comprising a brake cylinder, a'

.cam disk, a cooperating cam-plate,'rollers between said cam disk and cam plate, and means for rotating said cam disk to'exert a lifting action on the car body, said disk rotating means also serving to regulate the brake cylinder pressure.

4.. Load regulated fluid-pressure brake mechanism comprising a brake cylinder, top.- and bottom cam plates, rotary disks between said plates, rollers carried by said disks and cooperating with t-he'cam plates to lift the car bod when the disks are. rotated, and means fhr rotating said disks and also arranged to regulate the brake cylinder.

. mechanism comprising a brake cylinder,.a relief venttherefrom, means controlled by Y I the weightof the car and controlling said mechanism comprising a brake cylinder, a

voir to the brake cylinder without opening 'said vreservoir to. the atmosphere, and *9.

- controlledby k and a control valve actuated by fluid passcopies of this patent may be obtained for five cents each, by addressing the Washington, D. G.

inder, a co'ntrol valve controlled 1) the "ing saidreservoir to theatmosphere.

sure and controlled by the weight '0 the car and regulating the equalization of resery ling the, flow of fluid pressure to, said fluid an auxiliary cylinder connected to the brake 4 1,ooo

5. Load. regulated fluid pressure brake vent,.a reservoir connected tothe brake cylpressu're passing said relief vent and itself controlling the How of air from said reservoir to the brake cylinder but without open 6. Load regulated .fluid pressure brake reservoir connected to said brake cylinder,- and means actuated by brake cylinder res voir pressure with brake'cylinder pressure accordin'g'to the weight of the car an'd hQ opening said reservoir to the atmos- 7. Lo'adY-regulated fluid pressure brake mechanism comprising a brake cylinder, a reservoir connected'to said'brake cylinder, and: means actuated by brake cylinder pres-' sure and acting to 11ft the car bodyandarran ed to efiectthe closing of communication rom said reservoir to the brake cylinder without opening said reservoir to theatmosphere. 8.- Load regulated fluid pressure brake. mechanism comprising a brake cylinder, a. reservoir connected to the brake cylinder, an auxiliary cylinder connectedto the brake cylinder, a fluid pressure actuated valve controlling thefiow of air from said reserpiston in said auxiliary cylinder controlled the weight of the car and itself controlpressure actuated valve. I

9. Load regulated fluid pressure brake mechanism comprising a brake cylinder, a reservoir connected to said brake cylinder,

cylinder, a piston in said auxiliary cylinder acting to lift the car body,: a relief port said auxlliary cylinder piston,

ing said relief port and serving to regulate the flow of air to the .brake'cylinder with-.

out opening the reservoir to the atmosphere. 10. Load, regulated fluidpressure brake mechanism 'cempiflsinga brakecylinder, a

plurality of? auxiliary reservoirs connected thereto, and means controlled. by the; load ofv the car and serving-rte control communi catlon between one of, said auxillary resernvoirs and the brake cylinderwithoutiopen- 00 mechanism comprising a brake cylinder, means actuated by brake cylinder pressurefl and acting to liftthe car body, a plurality of auxiliary reservoirsand means controlled by the car lifting mechanism and arranged to control communication from one ofsaid auxiliary. v:izeservoir's' to the brake cylinder without opening the auxiliary reservoirs to the atmosphere. I 12. In, fluid-pressure brake. mechanism,- the combination of a brake cylinder, a triple valve, a plurality of auxiliary reservoirs, and a control valve controlled by the weight of the car body and acting automatically to. cut off communication between one of the auxiliary reservoirs and the'brake-cylinder upon a p-re-determined pressure in the latter butiwithout openingthe auxiliary reservoirs to the atmosphere. 7

In fluidrpressure brake mechanism,"

the combination of a brake cylinder, a triple valve, a plurality of auxiliary reservoirs connected to the brake cylinder and-triple valve, and a control valve acting automatically to cut oil communication between one of said auxiliary reservoirs and the brake cylinder upon a predetermined pressure in the-latter but without opening the auxiliary reservoirs tothe atmosphere. v 9

In 5 testimony whereof, we have set our hands. 1- a H. H. FORNEY. a s O. B. SCHOENKY. Witnesses: 1

MAX E ICHRODT, F. R. SELLMAN.

Commissioner of Patents,

hereunto 

